Lancair IVP Guida all'installazione

TRAINING MANUAL LANCAIR IV/IVP

TRAININGMANUAL–LANCAIRIV/IVP

TABLE OF CONTENTS

Page

Preface 3

Introduction 4

Lancair IV/ IVP Flight and Aeronautical Decision Making 5

High Altitude Flight Environment 16

Weather 28

Flight Planning and Navigation 39

Aerodynamics and Performance 40

Lancair IV / IVP Aircraft Systems 42

Operating Limitations 65

Emergency Procedures 70

Continued Airworthiness & Maintenance 92

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TRAININGMANUAL–LANCAIRIV/IVP

PREFACE

“One thing to consider before you begin your Lancair IV training is the

psychological aspects of training. Think seriously about what you are preparing

for. You are training to fly one of the highest performance single engine piston

driven aircraft in the world. Develop the proper habit patterns now. They will

serve you well when you must rely on your most basic skills, such as during an

emergency situation, at night, in weather, picking up ice, unable to communicate

with ATC, when your hands turn to ice and your IQ has dropped to 14. Approach

your training with the serious professionalism it warrants.”

Charlie Kohler, 2001

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TRAININGMANUAL–LANCAIRIV/IVP

INTRODUCTION

This Lancair IV/ IVP training manual is adapted from Charlie Kohler’s Pilot

Training Manual published in 2001. The material contained herein is designed to

transition a current, proficient and qualified certificated pilot into the Lancair IV

and IVP amateur built experimental series aircraft when combined with the

companion flight training syllabus. This manual covers a variety of topics related

to high altitude, high performance single pilot, single engine flying, including:

weather, aerodynamics, aircraft performance, physiology, navigation, and

Lancair aircraft systems.

This manual does not cover every conceivable and inconceivable

instrument or radio installation or engine or airframe modification. For example,

early serial number Lancair IV’s and IVP aircraft were equipped by owner/

builders with steam gauge cockpits whereas today most are finished with EFIS

cockpits. Many modifications to the basic airframe have also occurred both with

builders and at the factory. Some of those items are discussed here but many

are not.

While this manual covers many technical aspects of flying the Lancair IV

and IVP at high altitude, it does not ignore the most important and most often the

weakest link in airplane—the pilot. Flying is an extremely hazardous activity. The

risk of flight can be managed to an acceptable level if the pilot is willing to invest

the time, effort and financial resources to stay proficient. Like any other extreme

sport, flying demands continuous study, training, practice and review. This is

especially true of flying aircraft like the Lancair IV and IVP.

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TRAININGMANUAL–LANCAIRIV/IVP

Lancair IV/ IVP Flight and Aeronautical

Decision Making

The standard of care of a General Aviation (GA) Pilot with an Instrument

Rating certificated in the United States is outlined in many government and

industry documents ranging from Federal regulations found in, but not limited

to,14 CFR 61 and 91 series and a multitude of advisory materials published

by the federal government (Federal Aviation Administration--FAA) and

industry. The advisory material expands on and explains the regulatory

information. The core subject aeronautical knowledge areas are found at 14

CFR 61.125, 14 CFR 61.65, the Commercial Pilot Practical Test Standards

and Instrument Rating Practical Test Standards. The Commercial Pilot

Practical Test Standards (FAA-S- 8081-12B, (appendix A-2)) and the

Instrument Rating Practical Test Standards (FAA-S-8081-4 (appendix A-2))

contain a listing of all of the advisory material that expound on the core

subject areas. Commercial Pilot and Instrument Pilot applicants must learn

and be familiar with these core subject aeronautical areas in order to pass the

Commercial Pilot and Instrument Rating check rides and be issued an FAA

Commercial Pilot certificate with an Instrument Rating. The FAA also

publishes a variety of handbooks including the Pilot’s Handbook of

Aeronautical Knowledge, Instrument Flying Handbook, Instrument

Procedures Handbook, Airplane Flying Handbook, among other publications,

in order to convey important aeronautical information to prospective and

current pilots. Pilots are taught much of this information by flight instructors

and are required to demonstrate their knowledge of the various aeronautical

subjects on written as well as oral and practical flight tests given by

instructors and examiners. These subject areas include aviation weather,

aircraft maintenance and airworthiness, aeronautical decision making, aero

medical issues, instrument flying, instrument approach procedures among a

few. In addition to subject knowledge areas, Pilots aspiring to become

Commercial Pilots with Instrument Ratings are trained to flight proficiency on

a variety of flight and flight related tasks and maneuvers, including flight by

reference to instruments, instrument approaches, single engine instrument

approaches, missed approaches, holding, etc. The Commercial Pilot Practical

Test Standard, by which Commercial Pilot applicants are judged on the

respective checkride, emphasizes good judgment and prudent safe operation

of the aircraft. After a person passes a Commercial Pilot and Instrument

Rating checkride and receives a Commercial Pilot certificate and Instrument

Rating from the FAA, that person is allowed to carry passengers for hire and

is expected to always operate in a safe and prudent manner at a higher

standard than that for a Private Pilot. Commercial Pilots are further instructed

and refreshed on this aeronautical information during their required flight

review training every two years at a minimum. Commercial Pilots should

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refresh themselves regularly on the important information contained in the

advisory documents.

In addition to the government literature, the General Aviation industry

information available to the General Aviation Pilot is prodigious. There are

many publications, organizations, clubs and other activities that publish

information related to safe prudent flying. For example, although there are

only about 600,000 pilots in the United States, over 400,000 people belong to

the Aircraft Owners and Pilots Association (AOPA). AOPA publishes monthly

magazines and electronic or “e” magazines for its members containing a

wealth of information on safe aircraft operating and flying techniques. There

are also “type clubs” for owner/operators of various aircraft like the aircraft

involved in this accident. All of these clubs and associations encourage and

foster good safe operating practices.

General Aviation flying as a hobby is not without risk. However, that risk can

be managed to a safe and acceptable level by adhering to good safe

operating practices found in the body of information that has been developed

over the last 100 years of powered flight. When a pilot disregards or chooses

to ignore the government and industry recommendations, the risk of having

an accident rises greatly.

Unfortunately, when there is an aviation accident, it is sometimes discovered

that the Pilot in Command has strayed from the standard of care by failing to

abide by prudent operating practices that he or she was taught. The reasons

for this are varied. Some pilots, by nature, do not believe that the regulations

apply to them—they intentionally violate or disregard the regulations. Some

other pilots may have forgotten what good prudent practices are and have

failed to maintain their knowledge to an acceptable level and have an

unintentional slip or lapse. Other pilots have let their aeronautical skills

deteriorate to a dangerous level—often without the realization they are no

longer a “safe” pilot. Flying skills are very perishable skills that need constant

practice and exercise. Skill and knowledge are the two cornerstones of what it

takes to be a good safe pilot. It takes practice and study to maintain these two

qualities.

There have been over 157 Lancair accidents with 71 fatalities in Lancairs

since the first on August 1, 1989 at Oshkosh when a Lancair 235 was lost

with two fatalities.

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Serious or Fatal Lancair Accidents

1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008

Year

Fatal

Destroyed

The reasons for the accidents are varied but in the majority of cases the pilot

failed the airplane, the airplane did not fail the pilot. The most striking statistic

is that 43% of our accidents to date have been with PIC’s who have less than

100 hours in make and model. Many of our losses have occurred on the first

flight. Good flight training cannot be overemphasized with these statistics.

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Also notable is that only there have been no serious accidents with Lancair pilots

who have more than 1000 hours in type. Experience counts.

When looking at Lancair accident pilots and certificates we find that 55% of the

Lancair accident pilots hold a Private Pilot certificate while only 35% of the U.S.

pilots hold a private pilots certificate. Again this points to a possibly strong

correlation to pilot training and accidents.

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TRAININGMANUAL–LANCAIRIV/IVP

LancairAccidentPilotRatings(asof11/4/2008)

Student

Private

55%

Commercial

23%

ATP

Unknown

Commercial/CFI

ATP/CFI

What is the cause of all Lancair accidents? Well, broadly speaking two main

areas comprise the bulk of the accidents. Loss of Control and Loss of Power.

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Lancair Accident Analysis - Detail

(as of May 20, 2008)

LOC, 70, 46%

GC, 5, 3%

LOP, 48, 31%

FE, 0, 0%

, 0, 0%

CFIT, 14, 9%

HL, 3, 2%

UNK, 2, 1%

GU, 4, 3%

FIRE, 3, 2% CG, 1, 1%

MIDAIR, 2, 1%

FS, 0, 0% RI, 2, 1%

Many of the Lancair accidents are Loss of Control type accidents under a variety

of circumstances. In many cases the pilot stoppped flying the airplane or put the

airplane into a situation in which control was lost. All too frequently this occurred

on or near the runway in a takeoff or landing situation in which the pilot was too

fast or too slow on landing or landed too long or short of the runway . Over half of

all Lancair accidents occur on takeoff or landing. Remember what your flight

instructor said –“never stop flying the airplane”.

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